Iv.K Transportation

IV.K TRANSPORTATION

1. INTRODUCTION

This section presents an overview of the existing traffic and circulation system in the proposed Wilshire and La Brea project area. It also discusses the potential impacts to traffic and circulation as a result of the implementation of the proposed project. This section summarizes the findings of the traffic analysis for the Wilshire and La Brea project, prepared by Overland Traffic Consultants in May 2007. A supplemental traffic assessment was prepared by Overland Traffic Consultants in May 2008 to evaluate changes to the design of the project. The supplemental traffic assessment determined that the amount of traffic generated by the project as currently proposed and evaluated in this draft EIR would be less than the amount generated by the project as originally designed and analyzed in the May 2007 Traffic Study. The Los Angeles Department of Transportation (LADOT) prepared a memorandum in June 2008 concurring with the conclusions reached in the supplemental Traffic Assessment and determined that the supplemental traffic analysis adequately evaluated the traffic impacts of the project as currently proposed. The May 2007 Traffic Study, the May 2008 Supplemental Traffic Assessment, and the June 2008 letter from the LADOT are provided in Appendix IV.K of the draft EIR.

2. EXISTING CONDITIONS

The assessment of existing conditions relevant to this study includes a description of the freeway, highway, and street systems in the project vicinity, current traffic volumes on these facilities, operating conditions of analyzed intersections and public transit services. The traffic analysis study area includes 16 key intersections located along the primary access routes to and from the project site. The 16 intersections selected for the traffic analysis are expected to have the most direct impact by project traffic andincludethefollowing:

1. 3rd Street and La Brea Avenue

2. 3rd StreetandHighlandAvenue

3. 6th Street and La Brea Avenue

4. Fairfax Avenue and Wilshire Boulevard 5. Hauser Boulevard and Wilshire Boulevard

6. La Brea Avenue and Wilshire Boulevard 7. Sycamore Avenue and Wilshire Boulevard

8. Highland Avenue and Wilshire Boulevard 9. Rossmore Avenue and Wilshire Boulevard

Los Angeles Department of City Planning IV.K-1 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc. (906-01) August 2008 IV.K Transportation

10. 8th Street and Wilshire Boulevard

11. 8th Street and La Brea Avenue

12. 8th StreetandSycamoreAvenue 13. Hauser Boulevard and Olympic Boulevard

14. La Brea Avenue and Olympic Boulevard 15. Highland Avenue and Olympic Boulevard

16. Highland Avenue and 8th Street

a. Existing Regional Transportation System

The Santa Monica (I-10) Freeway provides regional access to the Wilshire and La Brea project site. The project vicinity is well served by major and secondary highways including Beverly Boulevard, Fairfax Avenue, 3 rd Street, Pico Boulevard, Wilshire Boulevard, Olympic Boulevard, Melrose Avenue, La Cienega Boulevard, La Brea Avenue, Western Avenue and Vermont Avenue. Brief descriptions of the above mentioned roadways are provided in the following paragraphs.

Freeways

The Santa Monica (I-10) Freeway is located approximately 2 miles south of the project. It extends easterly from the City of Santa Monica through Downtown Los Angeles and continues easterly as the San Bernardino Freeway into San Bernardino and Riverside counties. The Santa Monica Freeway provides four mainline travel lanes in each direction, with auxiliary lanes between some ramp locations.

Highways and Streets

Immediate access to the Wilshire and La Brea project site is provided via Wilshire Boulevard, La Brea Avenue,SycamoreAvenue,and8th Street. The existing streets in the vicinity of the project site generally form a grid system, thus allowing easy access to and from the site in all directions. Brief descriptions of the key roadways that provide access to the Wilshire and La Brea project site are provided in the following paragraphs.

Wilshire Boulevard

Wilshire Boulevard is designated as an east-west major class II highway and is constructed 70 to 80 feet curb-to-curb on a 100- to 126-foot right-of-way. Two lanes and one peak hour lane in each direction with a median left-turn lane are provided along the roadway. One-hour metered parking is generally permitted during the off-peak hours. Peak hour parking prohibitions are generally in places between

Los Angeles Department of City Planning IV.K-2 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 IV.K Transportation

7:00 AM to 9:00 AM and 4:00 PM to 7:00 PM during the weekdays. Wilshire Boulevard creates the northern boundary of the project site.

La Brea Avenue

La Brea Avenue is designated as a north-south major class II highway and is constructed 70 to 80 feet curb-to-curb on 100 feet of right-of-way. Two lanes and one peak hour lane in each direction with a median left-turn lane are provided along the roadway. On-street parking on both sides of the street is metered during off-peak travel. La Brea Avenue creates the western boundary of the project site.

Sycamore Avenue

Sycamore Avenue is designated as a north-south local roadway and provides one lane in each direction in the vicinity of the project site. Sycamore Avenue creates the eastern boundary of the project site.

8th Street

8th Street is designated as an east-west collector roadway and provides one lane in each direction in the project vicinity. 8th Street creates the southern boundary of the project site.

Highland Avenue

Highland Avenue is designated as a north-south secondary highway in the vicinity of the project site. The roadway is a major six-lane highway with peak hour restricted parking (7:00 AM to 9:00 AM and 3:00 PM to 7:00 PM in both directions) north of Melrose Avenue and a four-lane roadway south of Melrose Avenue to Wilshire Boulevard. South of Wilshire Boulevard, Highland Avenue provides one lane in each direction. Highland Avenue also connects northerly to the Hollywood Freeway.

Fairfax Avenue

Fairfax Avenue is designated as a north-south secondary highway and provides two lanes in each direction and median channelization in the vicinity of the project site.

Rossmore Avenue

Rossmore Avenue is designated as a north-south collector street and provides one lane in each direction in the vicinity of the project site.

Los Angeles Department of City Planning IV.K-3 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 IV.K Transportation

3rd Street

3rd Street is designated as an east-west secondary highway which provides two lanes in each direction in the vicinity of the project site.

6th Street

6th Street is designated as an east-west major class II highway east of Fairfax Avenue and as a collector street west of Fairfax Avenue. This roadway provides one to two lanes in each direction in the vicinity of the project site.

Olympic Boulevard

Olympic Boulevard is designated as an east-west major class II highway which provides three lanes in each direction in the vicinity of the project site.

Public Transit Service

Public transportation in the study area is provided by the Metropolitan Transportation Authority (Metro) and LADOT. Metro provides routes 212 and 312 (limited) generally along La Brea Avenue between Hollywood (Hollywood and Vine Station) and Hawthorne (1-105 Station). Metro also provides bus routes 20/21 and 720 (rapid) along Wilshire Boulevard between downtown Los Angeles and the City of Santa Monica. The Metro Purple line rail station is also located at the intersection of Western Avenue and Wilshire Boulevard. Finally, LADOT provides the DASH Fairfax local service. Bus stops are provided on La Brea Avenue and on Wilshire Boulevard in the vicinity of the project site. b. Existing Traffic Volumes and Levels of Service

A total of 16 intersections located in the vicinity of the project site were identified and analyzed as part of the traffic analysis for the proposed project. The following presents a description of the methodology utilized to analyze the operating conditions and the resulting levels of service for the analyzed intersections.

Level of Service Methodology

The traffic conditions analysis was conducted using the Critical Movement Analysis (CMA) method for the study intersections located in the City of Los Angeles. New peak hour traffic counts were collected along with current intersection geometrics and traffic controls to determine the intersection's typical weekday peak hour operating condition.

Los Angeles Department of City Planning IV.K-4 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 IV.K Transportation

Traffic volume data used in the following peak hour intersectional analysis was based on traffic counts conducted by The Traffic Solution, an independent traffic data collection company. Traffic counts were conducted by counting the number of vehicles at each of the 16 study intersections making a movement through the intersection. The peak hour volume for each intersection was then determined by finding the four highest consecutive 15-minute volumes for all movements.

The CMA procedure uses a ratio of the traffic volume to the intersection capacity to define the proportion of an hour necessary to accommodate all the traffic moving through the intersection. The CMA procedure adds the highest combination of conflicting traffic volume (V) at an intersection and divides the sum by the intersection capacity value for a V/C ratio. Intersection capacity (C) represents the maximum volume of vehicles which has a reasonable expectation of passing through an intersection in 1 hour under typical traffic flow conditions. V/C ratios provide an ideal means for quantifying intersection operating characteristics for planning purposes. For example, if an intersection has a V/C value of 0.70, the intersection is operating at 70 percent capacity with 30 percent unused capacity. Once the volume-to- capacity ratio has been calculated, operating characteristics are assigned a level of service grade (A through F) to estimate the level of congestion and stability of the traffic flow. The term "Level of Service" (LOS) is used by traffic engineers to estimate the level of congestion generally accepted by drivers and to grade the stability of traffic flow. Definitions of LOS grades are shown in Table IV.K-1, Level of Service Definitions as a Function of CMA Values.

Existing Level of Service

Table IV.K-2, Level of Service for Existing Conditions, tabulates the results of the existing CMA capacity calculations for the existing peak hour traffic counts. Existing peak hour traffic counts at each study intersection are illustrated in Figure IV.K-1, Existing (2007) Traffic Volumes AM Peak Hour for the morning rush hour and Figure IV.K-2, Existing (2007) Traffic Volumes PM Peak Hour for the afternoon rush hour. In sum, there are only two intersections that are operating at the highest levels of service, LOS A, during the AM peak hour. For the PM peak hour there are only three intersections that are operating at the highest levels of service, LOS A.

Los Angeles Department of City Planning IV.K-5 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 IV.K Transportation

Table IV.K-1 Level of Service Definitions as a Function of CMA Values

Level of Service Description of Operating Characteristics Range of CMA Values A At LOS A, there are no cycles that are fully loaded, 0.00–0.60 and few are even close to loaded and no vehicle waits longer than one red indication. Typically, the approach appears quite open, turning movements are easily made, and nearly all drivers find freedom of operation. B LOS B represents stable operation. An occasional > 0.60–0.70 approach phase is fully utilized and a substantial number are approaching full use. Many drivers begin to feel somewhat restricted with platoons of vehicles. C In LOS C stable operation continues. Full signal cycle > 0.70–0.80 loading is still intermittent, but more frequent. Occasionally drivers may have to wait through more than one red signal, and backups may develop behind turning vehicles. D LOS D encompasses a zone of increasing restriction, > 0.80–0.90 approaching instability. Delays to approaching vehicles may be substantial during short peaks within the peak period, but enough cycles with lower demand occur to permit periodic clearance of developing queues, thus preventing excessive backup. E LOS E represents the most vehicles that any > 0.90–1.00 particular intersection approach can accommodate. At capacity (V/C= 1.00) there may be long queues of vehicles waiting upstream of the intersection and delays may be great (up to several signal cycles). F LOS F represents jammed conditions. Backups from >1.00 location downstream or on the cross street may restrict or prevent movement of vehicles out of the approach under consideration; hence, volumes carried are not predictable. V/C values are highly variable, because full utilization of the approach may be prevented by outside conditions.

Source: Traffic Impact Analysis for Mixed-Use Project Located at SEC Wilshire Boulevard and La Brea Avenue in the City of Los Angeles, Overland Traffic Consultants, Inc. May 2007.

Los Angeles Department of City Planning IV.K-6 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 n NOT TO SCALE

SOURCE: Overland Traffic Consultanta, Inc. – May 2007

FIGURE IV.K-1 Existing (2007) Traffic Volumes AM Peak Hour

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Table IV.K-2 Level of Service for Existing Conditions

AM Peak Hour PM Peak Hour V/C LOS V/C LOS 13rd St. & La Brea Ave. 0.827 D 0.801 D 23rd St. & Highland Ave. 0.960 E 1.017 F 36th St. & La Brea Ave. 0.760 C 0.992 E 4 Fairfax Ave. & Wilshire Blvd. 1.101 F 0.781 C 5 Hauser Bd. & Wilshire Bd. 0.712 C 0.646 B 6 La Brea Ave. & Wilshire Bd. 0.880 D 0.701 C 7 Sycamore Ave. & Wilshire Bd. 0.394 A 0.435 A 8 Highland Ave. & Wilshire Bd. 0.936 E 0.895 D 9 Rossmore Ave. & Wilshire Bd. 0.639 B 0.588 A 10 8th St. & Hauser Rd. 0.747 C 0.749 C 11 8th St. & La Brea Rd. 0.650 B 0.632 B 12 8th St. & Sycamore Ave. 0.321 A 0.286 A 13 Hauser Bd. & Olympic Bd. 0.685 B 0.674 B 14 La Brea Ave. & Olympic Bd. 0.824 D 0.795 C 15 Highland Ave. & Olympic Bd. 1.090 F 1.096 F 16 Highland Ave. & 8th St. 0.926 E 0.981 E

Source: Traffic Impact Analysis for Mixed-Use Project Located at SEC Wilshire Boulevard and La Brea Avenue in the City of Los Angeles, Overland Traffic Consultants, Inc. May 2007.

3. REGULATORY FRAMEWORK a. Los Angeles County Congestion Management Program

The Congestion Management Program (CMP) was created statewide as a result of Proposition 111 and has been implemented locally by the Los Angeles County Metropolitan Transportation Authority (LACMTA). The CMP for Los Angeles County requires that the traffic impact of individual development projects of potential regional significance be analyzed. A specific system of arterial roadways plus all freeways comprise the CMP system. A total of 164 intersections are identified for monitoring on the system in Los Angeles County. The nearest CMP monitoring location in the vicinity of the project site is at the intersection of Wilshire Boulevard and La Brea Avenue.

The following must be included in a traffic impact analysis, at minimum: all CMP-monitoring locations, including monitored freeway on- or off-ramp intersections, where the proposed project would add 50 or more trips during either the AM or PM weekday peak hours; all arterial segments where the proposed project would add 50 or more peak hour trips, if CMP arterial segments are being analyzed rather than

Los Angeles Department of City Planning IV.K-8 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 IV.K Transportation

intersections; mainline freeway locations where the proposed project would add 150 or more trips, in either direction, during either the AM or PM weekday peak hours; and any other locations that California Department of Transportation (Caltrans) determines relevant and necessary.1

b. Los Angeles Department of Transportation

LADOT is responsible for transportation issues within the City of Los Angeles boundaries. LADOT reviews the transportation/traffic studies prepared for all types of projects for which the City is the lead agency, in addition to other public agency projects located within, or that may affect, the City. LADOT internal procedures are described in their Traffic Study Policies and Procedures Manual (August 2003).

c. City of Los Angeles Municipal Code

The City of Los Angeles Municipal Code (LAMC), under the Miracle Mile Community Design Overlay District (CDO), requires at least one automobile parking space for each 100 feet of gross floor area included within the total square footage of any restaurant, café, coffee shop, tea room, fast food establishment, bar, night club, or any similar establishment. The CDO also requires retail establishments and discount wholesalers selling to the general public, to provide at least four automobile parking spaces for each 1,000 square feet of gross floor area. Residential developments are required to provide parking based on the number of “habitable rooms,” which is generally interpreted to correspond to the number of bedrooms in a residence plus two additional rooms. The current parking code requires one parking space for each unit with less than three habitable rooms, 1.5 spaces for each unit with three habitable rooms, and two spaces for each unit with more than three habitable rooms. No specific requirements for guest parking are set forth in the LAMC.

4. ENVIRONMENTAL IMPACT ANALYSIS

a. Significance Criteria

Intersection Capacity

The Los Angeles CEQA Thresholds Guide states that a proposed project would normally have a significant impact on intersection capacity if the project traffic causes an increase in the V/C ratio on the intersection operating condition after the addition of project traffic of one of the following:

V/C ratio increase 0.040 if final LOS* is C

1 2004 Guidelines for CMP Transportation Impact Analysis, Metropolitan Transit Authority, July 22, 2004.

Los Angeles Department of City Planning IV.K-9 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 n NOT TO SCALE

SOURCE: Overland Traffic Consultanta, Inc. – May 2007

FIGURE IV.K-2 Existing (2007) Traffic Volumes PM Peak Hour

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V/C ratio increase 0.020 if final LOS* is D

V/C ratio increase 0.010 if final LOS* is E or F

*“Final LOS” is defined as projected future conditions including project, ambient conditions, and related project growth, but without project traffic mitigation.

Operational Project Access

The Los Angeles CEQA Thresholds Guide states that a proposed project normally would have a significant project access impact if the intersections nearest the primary site access are projected to operate at LOS E or F during AM or PM peak hour, under cumulative plus project conditions.

Bicycle, Pedestrian and Vehicular Safety

The determination for significance shall be on a case-by-case basis, considering the following factors:

The amount of pedestrian activity at project access points.

Design features/physical configurations that affect the visibility of pedestrians and bicyclists to drivers entering and exiting the site, and the visibility of cars to pedestrians and bicyclists.

The type of bicycle facility the project driveways cross and the level of utilization.

The physical conditions of the site and surrounding area, such as curves, slopes, walls, landscaping or other barriers, that could result in vehicle/pedestrian, vehicle/bicycle or vehicle/vehicle impacts.

Transit System Capacity

The Los Angeles CEQA Thresholds Guide states that the determination of significance shall be made on a case-by-case basis, considering the projected number of additional transit passengers expected with implementation of the proposed project and available transit capacity.

Parking

The Los Angeles CEQA Thresholds Guide states that a project normally would have an impact on parking if the project provides less parking than needed as determined through an analysis of demand from the project.

Los Angeles Department of City Planning IV.K-11 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 IV.K Transportation

In-Street Construction Impacts

The Los Angeles CEQA Threshold Guide states that the determination of significance shall be made on a case-by-case basis, considering the following factors:

Temporary Traffic Impacts:

The length of time for temporary street closures or closures of two or more traffic lanes;

The classification of the street (major arterial, state highway) affected;

The existing traffic levels and Level of Service (LOS) on the affected street segments and intersections;

Whether the affected street directly leads to a freeway on- or off-ramp or other state highway;

Potential safety issues involved with street or lane closures; and

The presence of emergency services (fire, hospital, etc.) located nearby that regularly use the affected street.

Temporary Loss of Access:

The length of time of any loss of vehicular or pedestrian access to a parcel fronting the construction area;

The availability of alternative vehicular or pedestrian access within one-quarter mile of the lost access; and

The type of land uses affected, and related safety, conveniences, and/or economic issues.

Temporary Loss of Bus Stops or Rerouting of Bus Lines:

Thelengthoftimethatanexistingbusstopwouldbeunavailableorthatexistingservicewould be interrupted;

The availability of a nearby location (within one-quarter mile) to which the bus stop or route can be temporarily relocated;

The existence of other bus stops or routes with similar routes/destinations within a one-quarter- mile radius of the affected stops or routes; and

Whether the interruption would occur on a weekday, weekend or holiday, and whether the existing bus route typically provides service that/those day(s).

Los Angeles Department of City Planning IV.K-12 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 IV.K Transportation

Temporary Loss of On-Street Parking

The current utilization of existing on-street parking;

The availability of alternative parking locations or public transit options (e.g., bus, train) within one-quarter mile of the project site; and

Thelengthoftimethatexistingparkingspaceswouldbeunavailable.

b. Project Trip Generation

Traffic-generating characteristics of residential and non-residential land uses have been studied by the Institute of Transportation Engineers (ITE). The results of the traffic generation studies have been published in Trip Generation, 7th Edition handbook. This publication of traffic generation data has become the industry standard for estimating traffic generation for different land uses.

These trip generation studies indicate that the uses associated with the proposed project generally exhibit the trip-making characteristics per 1,000 square feet of floor area for non-residential uses and per dwelling unit for residential uses as shown by the ITE trip rates in Table IV.K-3, Project Trip Generation Rates (ITE 7th Edition). On the basis of these traffic generation rates, estimates of the project's driveway traffic were calculated. As shown in Table IV.K-4, Estimated Project Traffic Generation, the proposed project would generate an average of 3,824 vehicle trips per weekday with 196 morning peak hour trips and 342 afternoon peak hour trips at project driveways.

Table IV.K-3 Project Trip Generation Rates (ITE 7th Edition)

AM Peak Hour PM Peak Hour Land Use ITE Code Daily Total In Out Total In Out Mid-Rise 223 4.201 0.30 0.08 0.22 0.35 0.21 0.14 Apartments Shopping Center 820 42.94 1.03 0.63 0.40 3.75 1.80 1.95 Restaurant (High- 932 127.15 11.52 5.99 5.53 10.92 6.66 4.26 Turnover) Restaurant (Quality) 931 89.95 0.81 0.66 0.15 7.49 5.02 2.47 Church 560 9.11 0.72 0.39 0.33 0.66 0.34 0.32

Source: Traffic Impact Analysis for Mixed-Use Project Located at SEC Wilshire Boulevard and La Brea Avenue in the City of Los Angeles, Overland Traffic Consultants, Inc. May 2007 and Traffic Assessment for Site Plan Modifications (5200 Wilshire Boulevard; DOT Case No. CEN 06-3524), Overland Traffic Consultants, Inc., May 29, 2008. 1 ITE High Rise Apartment Rate (222)

Los Angeles Department of City Planning IV.K-13 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 IV.K Transportation

Traffic Distribution and Assignment

A primary factor affecting trip direction is the distribution of population and employment centers which would generate project trip origins and destinations. The estimated project directional traffic distribution is also based on the study area roadway network, existing traffic flow and site access. Figure IV.K-3, Residential Project Traffic Distribution, and Figure IV.K-4, Commercial Project Traffic Distribution, illustrates the estimated traffic distribution percentages for the project site, as approved by LADOT, for the residential and commercial uses, respectively. The assignment of project traffic to study area intersections was calculated by multiplying the traffic estimates by intersection percentages for each project component. Exhibits A through F in Appendix D of the May 2007 traffic study provided in Appendix IV.K1 show the peak hour traffic volume for each use (existing and future) through each study intersection. Finally, Figure IV.K-5, Net Project Traffic Volume AM Peak Hour, and Figure IV.K-6, Net Project Traffic Volume PM Peak Hour, depicts the net project traffic volume at each study intersection for the morning and afternoon peak hours, respectively. This assignment of site-generated traffic at each intersection provides the level of detail necessary to analyze the potential traffic impacts created by project traffic at all the study area locations.

Table IV.K-4 Estimated Project Traffic Generation

Daily AM Peak Hour PM Peak Hour Traffic Total In Out Total In Out Proposed Land Uses 562 Mid rise units 2,360 169 51 118 219 129 90 Less 20% transit/walk -472 -34 -10 -24 -44 -26 -18 Residential Trips (1) 1,888 135 41 94 175 103 72 37,000 s.f. Retail 1,589 38 23 15 139 67 72 Less 20% transit/walk -318 -8 -5 -3 -28 -13 -15 Driveway Traffic (2) 1,271 30 18 12 111 54 57 3,000 s.f. Restaurant (high-turnover) 381 35 18 17 33 20 13 Less 20% transit/walk -76 -7 -4 -3 -7 -4 -3 Driveway Traffic (3) 305 28 14 14 26 16 10 5,000 s.f. Restaurant (quality) 450 4 3 1 37 25 12 Less 20% transit/walk -90 -1 -1 -7 -5 -2 Driveway Traffic (4) 360 3 2 1 30 20 10 Total Commercial Trips (2+3+4) 1,936 61 34 27 167 90 77 Less pass-by retail (50%) -636 -15 -9 -6 -56 -27 -29 Less pass-by restaurant (high -61-6-3-3-5-3-2 turnover) (20%) Less pass-by restaurant (quality) (20%) -36 -1 -1 - -3 -2 -1 Commercial Trips less pass-by (5) 1,203 39 21 18 103 58 45

Los Angeles Department of City Planning IV.K-14 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 IV.K Transportation

Daily AM Peak Hour PM Peak Hour Traffic Total In Out Total In Out Project Trips (1+5) 3,091 174 62 112 278 161 117

Less Existing 35,000 s.f. church 319 25 14 11 23 12 11 Less 20% transit/walk -64 -5 -3 -2 -5 -3 -2 Driveway Trips (6) 255 20 11 9 18 9 9 30,000 s.f. Retail 1288 31 19 12 113 54 59 Less 20% transit walk -285 -6 -4 -2 -23 -11 -12 Driveway Traffic (7) 1030 25 15 10 90 43 47 Less pass-by Retail (50%) -515 -13 -8 -5 -45 -21 -24 Retail Trips less pass-by (8) 515 12 7 5 45 22 23 Existing Trips (6+8) 770 32 18 14 63 31 32

Net Trips (project-existing) 2,321 142 44 98 215 130 85

Project Adjacent Trips (1+2+3+4) 3,824 196 75 121 342 193 149 Existing Trips (6+7) -1,285 -45 -26 -19 -108 -52 -56 Net Adjacent Trips 2,539 151 49 102 234 141 93

Future Traffic Conditions

Methodology

Future traffic volume projections have been developed to analyze the traffic conditions after completion of other planned land developments including the proposed project. Pursuant to the City of Los Angeles traffic impact guidelines, the following steps have been taken to develop the future traffic volume estimate:

Existing traffic + ambient growth (1 percent per year) to project year buildout;

Traffic in (a) + related projects (without project scenario);

Traffic in (b) with the proposed project traffic (with project scenario);

Traffic in (c) + the proposed traffic mitigation, if necessary.

Los Angeles Department of City Planning IV.K-15 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 IV.K Transportation

Ambient Traffic Growth

Based on analyses of the trends in traffic growth in the Los Angeles area over the last several years, as documented in the Los Angeles County CMP, LADOT has determined that an annual traffic growth factor of 1.0 percent is reasonable. This growth factor is used to account for increases in traffic resulting from potential development projects not yet proposed or outside of the study area. The ambient traffic growth factor was applied to the existing 2007 traffic volumes to develop the estimated volumes for the future baseline condition.

Related Projects

The future cumulative analysis includes other development projects located within the study area that are either under construction or planned. As part of this analysis, development lists were obtained from the LADOT and City Planning. These lists were reviewed to identify those projects that could produce additional traffic at study area intersections by the future study year. It should be noted that this proposed project, or any actions taken by the City regarding this project, does not have a direct bearing on these other proposed related projects. The descriptions of the 37 related projects are listed in Table IV.K-5, List of Related Projects with the location of each project illustrated on Figure IV.K-7, Location of Related Projects.

Analysis of Future Traffic Conditions

Future Traffic Conditions without the Project

To evaluate future traffic conditions with the related projects, estimates of the peak hour trips generated by the other developments were calculated and are shown in Table IV.K-6, Estimated Traffic Generation for Related Projects. The cumulative traffic impact of future growth has been calculated by adding the existing traffic volume, the ambient growth factor, and traffic from these other development projects. Estimated traffic conditions created by the ambient growth plus other development projects are show in Table IV.K-7, Future Traffic Conditions Without Project. Future traffic volumes for the peak hours without the project are illustrated in Figure IV.K-8, Future Traffic Volumes without Project AM Peak Hour,andFigure IV.K-9, Future Traffic Volumes without Project PM Peak Hours.

Los Angeles Department of City Planning IV.K-16 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 n NOT TO SCALE

SOURCE: Overland Traffic Consultanta, Inc. – May 2007

FIGURE IV.K-3 Residential Project Traffic Distribution

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SOURCE: Overland Traffic Consultanta, Inc. – May 2007

FIGURE IV.K-4 Commercial Project Traffic Distribution

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SOURCE: Overland Traffic Consultanta, Inc. – May 2007

FIGURE IV.K-5 Net Project Traffic Volume AM Peak Hour

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SOURCE: Overland Traffic Consultanta, Inc. – May 2007

FIGURE IV.K-6 Net Project Traffic Volume PM Peak Hour

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SOURCE: Overland Traffic Consultanta, Inc. – May 2007

FIGURE IV.K-7 Location of Related Projects

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SOURCE: Overland Traffic Consultanta, Inc. – May 2007

FIGURE IV.K-8 Future Traffic Volumes without Project AM Peak Hour

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SOURCE: Overland Traffic Consultanta, Inc. – May 2007

FIGURE IV.K-9 Future Traffic Volumes without Project PM Peak Hour

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Table IV.K-5 List of Related Projects

No. Project Size Location 1 Condominiums 17 units 820 Alta Vista Blvd. 2 Condominiums 93 units 6824 W Lexington Ave. 3 Apartments 54 units 5920 Melrose Ave. Retail 16,000 s.f. Less Apartment (54) units 4 Condominiums 21 units 5700 W Melrose Ave.

5 Condominiums 14 units 803 N Hilcox Ave. 6 Condominiums 27 units 717 N Highland Ave. 7 Condominiums 15 units 5806 W Warning Ave. 8 Condominiums 16 units 853 N Wilcox Ave. 9 Lot Studio Expansion Poinsettia Place/Santa Monica Bd. 10 Apartments 221 units 915 North La Brea Ave. Market 40,000 s.f. 11 Office 60,000 s.f. 6911 Santa Monica Blvd. Retail 20,000 s.f. Condominiums 350 units 12 Apartments 787 units 6677 Santa Monica Blvd. Retail 12,700 s.f. Restaurant 9,500 s.f. 13 Apartments 93 units 801 Fairfax Ave. Retail 15,962 s.f. 14 Condominiums 13 units 6915 Melrose Ave. Retail 7,500 s.f. 15 Condominiums 96 units 5663 Melrose Ave. Retail 3,350 s.f. 16 Museum 8,375 s.f. 7600 Beverly Blvd. 17 Apartments 300 units 6300 3rd St. 18 Retail 18,610 s.f. 145 N. La Brea Ave. 19 Condominiums 118 units La Brea Urban Lofts Retail 26,400 s.f. Restaurant 3,000 s.f. 20 Apartments 60 units 5863 3rd St. Retail 5,350 s.f. 21 Private School 90 s.f. 238 Manhattan Pl. 22 Retail 63,692 s.f. 450 Western Ave. Market 40,680 s.f. 23 Apartments 240 units 648 Western Ave. Retail 49,900 s.f. 24 Apartments 91 units 3800 Wilshire Ave. 25 Apartments 47 units NWC Wilshire Blvd. Retail 8,000 s.f.

Los Angeles Department of City Planning IV.K-24 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 IV.K Transportation

No. Project Size Location 26 Apartments 173 units 5115 Wilshire Blvd. Retail 10,500 s.f. Restaurant 2,000 s.f. 27 Apartments 175 units 5500 Wilshire Blvd. 28 Apartments 288 units 5600 Wilshire Blvd. Retail 8,500 s.f. Restaurant 4,000 s.f. 29 Office 28,800 s.f. 725 Curson Ave. 30 Mixed-use 26,113 s.f. 5900 Wilshire Blvd. 31 Apartments 130 units 6411 Wilshire Blvd. Retail 29,060 s.f. Restaurant 2,500 s.f. 32 Mixed Use The Beverly Connection 33 Apartments 130 units 8525 Pico Blvd. Retail 29,060 s.f. 34 Office 19,000 s.f. 8536 Wilshire Blvd. 35 Mixed Use 41,500 s.f. 8600 Wilshire Blvd. 36 Apartments 37 units 8601 Wilshire Blvd. 37 Apartments 20 units 4848 Wilshire Blvd.

Source: Traffic Impact Analysis for Mixed-Use Project Located at SEC Wilshire Boulevard and La Brea Avenue in the City of Los Angeles, Overland Traffic Consultants, Inc. May 2007.

Table IV.K-6 Estimated Traffic Generation for Related Projects

Daily AM Peak Hour PM Peak Hours No. Project Size Traffic In Out Total In Out Total 1 Condominiums 17 units 100 1 6 7 6 3 9 2 Condominiums 93 units 545 7 34 41 33 16 49 3Apartments 54 units 511 29 24 53 24 31 55 Retail 16,000 s.f. Less Apartment (54) units 4 Condominiums 21 units 123 1 8 9 7 4 11 5 Condominiums 14 units 82 1 5 6 5 2 7 6 Condominiums 27 units 158 2 10 12 9 5 14 7 Condominiums 15 units 88 1 6 7 5 3 8 8 Condominiums 16 units 84 1 6 7 6 3 9 9LotStudio 389 49 436 113 332 445 Expansion 10 Apartments 221 units 3,667 65 111 176 200 161 361 Market 40,000 s.f. 11 Office 60,000 s.f. 864 15 104 119 99 53 152 Retail 20,000 s.f. Condominiums 350 units

Los Angeles Department of City Planning IV.K-25 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 IV.K Transportation

Daily AM Peak Hour PM Peak Hours No. Project Size Traffic In Out Total In Out Total 12 Apartments 787 units 3,305 63 181 236 165 110 275 Retail 12,700 s.f. 545 8 5 13 23 25 48 Restaurant 9,500 s.f. 855 4 4 8 48 23 71 13 Apartments 93 units 625 9 68 47 37 20 57 Retail 15,962 s.f. 681 10 6 16 29 31 60 14 Condominiums 13 units 76 1 5 6 5 2 7 Retail 7,500 s.f. 322 5 3 8 14 15 29 15 Condominiums 96 units 563 7 36 43 34 16 50 Retail 3,350 s.f. 144 2 1 3 6 7 13 16 Museum 8,375 s.f. 452 6 3 9 28 31 59 17 Apartments 300 units 2,016 30 123 153 120 66 186 18 Retail 18,610 s.f. 799 12 7 19 34 36 70 19 Condominiums 118 units 1,503 63 5 68 65 27 92 Retail 26,400 s.f. Restaurant 3,000 s.f. 20 Apartments 60 units 403 6 25 31 24 13 37 Retail 5,350 s.f. 230 3 2 5 10 10 20 21 Private School 90 s.f. 224 45 37 82 12 6 18 22 Retail 63,692 s.f. 3,019 47 30 77 138 146 284 Market 40,680 s.f. 23 Apartments 240 units 1,613 24 98 122 96 53 149 Retail 49,900 s.f. 2,143 31 20 51 90 97 187

24 Apartments 91 units 612 9 37 46 36 20 56 25 Apartments 47 units 316 5 19 24 19 10 29 Retail 8,000 s.f. 344 5 3 8 14 16 30 26 Apartments 173 units 1,163 17 71 88 69 68 107 Retail 10,500 s.f. 451 7 4 11 19 20 39 Restaurant 2,000 s.f. 254 12 11 23 13 9 22 27 Apartments 175 units 1,176 18 72 89 70 39 109 29 Office 28,800 s.f. 317 39 5 44 7 36 43 30 Mixed-use 26,113 s.f. 1,120 16 16 32 60 37 97 31 Apartments 130 units 874 13 53 66 52 29 81 Retail 29,060 s.f. 1,248 18 12 30 52 57 109 Restaurant 2,500 s.f. 1,790 66 44 110 33 32 65 32 Mixed Use -174 -28 32 4 84 -19 65 33 Apartments 130 units 262 4 16 20 16 9 25 Retail 29,060 s.f. 486 7 5 12 20 22 42 34 Office 19,000 s.f. 209 26 4 30 5 24 29 35 Mixed Use 41,500 s.f. 290 10 9 19 12 16 28 36 Apartments 37 units 249 4 15 19 15 8 23 37 Apartments 20 units 134 2 8 10 8 4 12

Source: Traffic Impact Analysis for Mixed-Use Project Located at SEC Wilshire Boulevard and La Brea Avenue in the City of Los Angeles, Overland Traffic Consultants, Inc. May 2007.

Los Angeles Department of City Planning IV.K-26 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 IV.K Transportation

Table IV.K-7 Future Traffic Conditions without Project

Peak Existing Future Without Project No. Intersection Hour V/C LOS CMA LOS Impact 13rd St. & La Brea Ave. AM 0.827 D 0.896 D +0.069 PM 0.801 D 0.887 D +0.086 23rd St. & Highland Ave. AM 0.960 E 1.012 F +0.052 PM 1.017 F 1.081 F +0.064 36th St. & La Brea Ave. AM 0.706 C 0.755 C +0.049 PM 0.992 E 1.063 F +0.071 4 Fairfax Ave. & Wilshire Bd. AM 1.101 F 1.201 F +0.100 PM 0.781 C 0.903 E +0.122 5 Hauser Bd. & Wilshire Bd. AM 0.712 C 0.785 C +0.073 PM 0.646 B 0.736 C +0.090 6 La Brea Ave. & Wilshire Bd. AM 0.985 E 1.110 F +0.125 PM 0.812 D 0.934 E +0.122 7 Sycamore Ave. & Wilshire Bd. AM 0.394 A 0.436 A +0.042 PM 0.435 A 0.491 A +0.056 8 Highland Ave. & Wilshire Bd. AM 1.047 F 1.116 F +0.069 PM 1.003 F 1.097 F +0.094 9 Rossmore Ave. & Wilshire Bd. AM 0.639 B 0.681 B +0.042 PM 0.588 A 0.648 B +0.060 10 8th St. & Hauser Bd. AM 0.704 C 0.763 C +0.059 PM 0.727 C 0.779 C +0.052 11 8th St. & La Brea Ave. AM 0.650 B 0.702 C +0.052 PM 0.632 B 0.690 B +0.058 12 8th St. & Sycamore Ave. AM 0.402 A 0.431 A +0.029 PM 0.358 A 0.407 A +0.049 13 Hauser Bd. & Olympic Bd. AM 0.685 B 0.723 C +0.038 PM 0.674 B 0.715 C +0.041 14 La Brea Ave. & Olympic Bd. AM 0.824 D 0.879 D +0.055 PM 0.795 C 0.863 D +0.068 15 Highland Ave. & Olympic Bd. AM 1.090 F 1.133 F +0.043 PM 1.096 F 1.034 F +0.046 16 Highland Ave. & 8th St. AM 0.926 E 0.958 E +0.032 PM 0.981 E 1.024 F +0.043

Source: Traffic Impact Analysis for Mixed-Use Project Located at SEC Wilshire Boulevard and La Brea Avenue in the City of Los Angeles, Overland Traffic Consultants, Inc. May 2007.

Future Traffic Conditions with the Project

The future traffic conditions with the proposed project were evaluated based on the project as designed at that time and analyzed in the May 2007 traffic study. The project as designed at that time included 645 residential units, 37,500 square feet of retail space and 5,000 square feet of high-turnover restaurant

Los Angeles Department of City Planning IV.K-27 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 IV.K Transportation

2 space. The revised project design as described and analyzed in this draft EIR includes 562 residential units, 37,000 square feet of retail uses, 3,000 square feet of high-turnover restaurant space, and 5,000 square feet of quality restaurant space. The revised project design includes 83 fewer residential units, 500 square feet less of retail space and 3,000 square feet of additional restaurant space than the project as it was assessed in the May 2007 traffic study.

The May 2008 supplemental traffic assessment determined that the mix and amount of residential and commercial uses in the revised design would generate fewer trips than the original design. As shown in Table IV.K-4, Estimated Project Traffic Generation, the project as currently proposed would generate an average of 3,824 vehicle trips per weekday with 196 morning peak hour trips and 342 afternoon peak hour trips at project driveways. The project as evaluated in the May 2007 traffic study generated 4,331 vehicle trips per weekday with 263 morning peak hour trips and 377 afternoon peak hour trips at 3 project driveways. Based upon this information, the Los Angeles Department of Transportation determined that the May 2007 traffic study did not need to be fully updated.

Table IV.K-8, Future Traffic Conditions with Project, shows the results of the project traffic impact analysis. As discussed above, because the project currently proposed and analyzed in this draft EIR would generate fewer trips than the project as evaluated in the May 2007 traffic study, Table IV.K-8 provides a conservative analysis.

As shown, three intersections would be significantly impacted by project traffic prior to the implementation of traffic mitigation measures. Those intersections are La Brea Avenue and Wilshire Boulevard, Highland Avenue and Wilshire Boulevard and 8th Street and La Brea Avenue. Future cumulative “with project” traffic volumes for the project are shown in Figure IV.K-10, Future Traffic Volumes with Project AM Peak Hours, and Figure IV.K-11, Future Traffic Volumes with Project PM Peak Hours, for the morning and afternoon peak hours, respectively.

It should be noted that the impact analysis does not consider any changes to the existing intersection configuration or other traffic controls (e.g., future roadway improvements). Traffic conditions after completion of the proposed project have been calculated by adding the project traffic volume to the future “without project” volume estimates. The impact of the added project traffic at the study intersections is determined using the without project volume estimates as the baseline. Comparing the changes in the traffic conditions between the without and with project scenarios provides the necessary information to determine if the project would create a significant impact on the study intersections.

2 Overland Traffic Consultants, Inc., Traffic Impact Analysis for Mixed-Use Project Located at SEC Wilshire Boulevard and La Brea Avenue in the City of Los Angeles (May 2007), 3. 3 Ibid., 11.

Los Angeles Department of City Planning IV.K-28 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 IV.K Transportation

According to the standards by the City of Los Angeles, a traffic impact is considered significant if the related increase in the V/C value equals or exceeds the thresholds provided in Subsection 4a, Significance Criteria.

Impacts on Regional Transportation System

The CMP was adopted to track regional traffic growth, building permits and transportation improvements. The CMP designated a transportation network including all state highways and some arterials within the County to be monitored by local jurisdictions. If the LOS standard deteriorates on the CMP network, then local jurisdictions must prepare a deficiency plan to be in conformance with the CMP program. Local jurisdictions found to be in nonconformance with the CMP risk the loss of state gas tax funding. Current changes to the CMP program being considered by local officials include adding a Countywide trip fee to mitigate regional cumulative impacts.

A CMP LOS analysis is required when the project will add 50 or more trips to an intersection monitoring location during either the AM or PM weekday peak hour. The nearest CMP monitoring location to the proposed project is the intersection of Wilshire Boulevard and La Brea Avenue, which is adjacent to the project site. As the proposed project would add 75 trips to this intersection during the AM peak hour and 91 trips during the PM peak hour, a CMP LOS analysis is required. According to the CMP Guidelines, a significant impact would occur when the proposed project increases traffic demand on a CMP facility by 2 percent of capacity (V/C0.02), causing LOS F (V/C >1.00). If the facility is already at LOS F, a significant impact would occur when the proposed project increases traffic demand on a CMP facility by 2 percent of capacity (V/C0.02). The project analyzed in the May 2007 traffic study would increase traffic demand at the intersection of Wilshire Boulevard and La Brea Avenue by 1.1 percent (V/C + 0.011) during the AM peak hour and 1.5 percent (V/C + 0.015) during the PM peak hour. Based on the CMP guidelines, a significant impact would not occur at the intersection of Wilshire Boulevard and La Brea Avenue. As discussed previously, the project as currently proposed and analyzed in this draft EIR would generate slightly less traffic than the project as analyzed in the May 2007 traffic study.

However, the CMP Guidelines also state that the lead agency may apply more stringent criteria if desired. According to the LADOT, a significant impact would occur when the proposed project increases traffic demand on a CMP facility by 1 percent of capacity (V/C0.01), causing LOS F (V/C >1.00). If the facility is already at LOS F, a significant impact would occur when the proposed project increases traffic demand on a CMP facility by 1 percent of capacity (V/C0.01). Under this criteria the proposed project would result in a significant impact would occur at the intersection of Wilshire Boulevard and La Brea Avenue. However, mitigation proposed below would reduce this impact to a less than significant level.

Los Angeles Department of City Planning IV.K-29 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 n NOT TO SCALE

SOURCE: Overland Traffic Consultanta, Inc. – May 2007

FIGURE IV.K-10 Future Traffic Volumes With Project AM Peak Hour

906-01•07/08 n NOT TO SCALE

SOURCE: Overland Traffic Consultanta, Inc. – May 2007

FIGURE IV.K-11 Future Traffic Volumes With Project PM Peak Hour

906-01•07/08 IV.K Transportation

Table IV.K-8 Future Traffic Conditions with Project

Peak Without Project Future With Project No. Intersection Hour V/C LOS V/C LOS Impact 13rd St. & La Brea Ave. AM 0.896 D 0.901 D +0.005 PM 0.887 D 0.895 D +0.008 23rd St. & Highland Ave. AM 1.012 F 1.012 F +0.000 PM 1.081 F 1.084 F +0.003 36th St. & La Brea Ave. AM 0.755 C 0.757 C +0.002 PM 1.063 F 1.069 F +0.006 4 Fairfax Ave. & Wilshire Bd. AM 1.201 F 1.207 F +0.006 PM 0.903 E 0.906 E +0.003 5 Hauser Bd. & Wilshire Bd. AM 0.785 C 0.791 C +0.006 PM 0.736 C 0.744 C +0.008 6 La Brea Ave. & Wilshire Bd. AM 1.110 E 1.023 F +0.011* PM 0.934 D 0.949 E +0.015* 7 Sycamore Ave. & Wilshire Bd. AM 0.436 A 0.482 A +0.046 PM 0.491 A 0.543 A +0.052 8 Highland Ave. & Wilshire Bd. AM 1.116 E 1.023 F +0.007 PM 1.097 E 1.112 F +0.015* 9 Rossmore Ave. & Wilshire Bd. AM 0.681 B 0.688 B +0.007 PM 0.648 B 0.660 B +0.012 10 8th St. & Hauser Bd. AM 0.763 D 0.771 C +0.008 PM 0.779 D 0.791 C +0.012 11 8th St. & La Brea Ave. AM 0.702 C 0.751 C +0.049* PM 0.690 B 0.731 C +0.041* 12 8th St. & Sycamore Ave. AM 0.431 A 0.440 A +0.009 PM 0.407 A 0.422 A +0.015 13 Hauser Bd. & Olympic Bd. AM 0.723 C 0.729 C +0.006 PM 0.715 C 0.719 C +0.004 14 La Brea Ave. & Olympic Bd. AM 0.879 D 0.889 D +0.010 PM 0.863 D 0.877 D +0.014 15 Highland Ave. & Olympic Bd. AM 1.133 F 1.134 F +0.001 PM 1.142 F 1.144 F +0.002 16 Highland Ave. & 8th St. AM 0.958 E 0.963 E +0.005 PM 1.024 F 1.027 F +0.003

A CMP traffic impact analysis is required if a project will add 150 or more trips to a freeway segment in either direction during either the AM or PM weekday peak hour. As the proposed project will not add 150 or more trips (in either direction) during either the AM or PM weekday peak hours, no additional CMPanalysisisnecessary.

Los Angeles Department of City Planning IV.K-32 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 IV.K Transportation

c. Evaluation of Project Impacts

Intersection Capacity

Whether the project results in a V/C ratio increase 0.040 if final LOS is C; V/C ratio increase 0.020 if Final LOS is D; and/or V/C ratio increase 0.010 id LOS is E or F.

As summarized in Table IV.K-8, two intersections would operate at LOS E or F and would have a V/C increase of greater than or equal to 0.01, during AM and/or PM peak hours with the implementation of the proposed project. These intersections include:

La Brea Avenue and Wilshire Boulevard

Highland Avenue and Wilshire Boulevard

A third intersection operating at LOS C with a V/C increase of greater than or equal to 0.04 would also be considered a significant impact. This intersection is

8th Street and La Brea Avenue

There are also three intersections that would operate at LOS A and LOS B during both the AM and PM peak hour periods. These intersections include

Sycamore Avenue and Wilshire Boulevard

Rossmore Avenue and Wilshire Boulevard

8th Street and Sycamore Avenue

The remaining 10 intersections would operate at either LOS C, D, E or F during both the AM and PM peak hour periods. Upon buildout of the proposed project and the related projects identified in Table IV.K-5, none of the other 10 intersections would exceed the significance thresholds listed above. Based on the findings above, there is potential for significant project impacts related to intersection capacity. However, mitigation provided below would reduce these impacts to a less than significant level.

Operational Project Access

The determination of significance for the project’s operational access impacts shall be made considering the following factor:

Whether the project would cause any of the intersections nearest the primary site access to operate at LOS E or F during AM or PM peak hours, under cumulative conditions.

Los Angeles Department of City Planning IV.K-33 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 IV.K Transportation

As shown in Table IV.K-8, seven of the studied intersections would operate at LOS E or F under cumulative, with project conditions. As such, there is potential for significant impacts to occur. However, mitigation provided below would reduce these impacts to a less than significant level.

Bicycle, Pedestrian and Vehicular Safety

The determination of significance for the project’s bicycle, pedestrian and vehicular safety impacts shall be made considering the following factor:

Whether the project would result in unsafe conditions when considering the amount of pedestrian activity at project access points, design features, bicycle facilities crossing driveways, and physical conditions of the project site and surrounding areas.

The project is on a flat, paved surface with sidewalks surrounding the perimeters of the buildings. Vehicular access to the project is planned via one driveway located on Sycamore Avenue (residential and retail) and one driveway on 8th Street (residential and retail). Commercial and resident loading and unloading facilities are provided within the interior of the project site. The design and landscaping of the project does take into account bicycle, pedestrian and vehicular safety such that pedestrian and bicycle access would safely be available to the residential, retail and restaurant uses on site.

As shown in Table IV.K-8, 7 of the 16 intersections analyzed would operate at LOS E or F for Future with Project traffic conditions. Therefore, because intersections in the vicinity of the project site would operate at LOS E or F, there is potential for conflicts between existing vehicular traffic and bicycle, pedestrian and vehicular traffic generated by the proposed project which could result in potential significant impacts with regards to bicycle, pedestrian and vehicular safety. However, street widening improvements along 8th Street and Sycamore Avenue would improve visibility and while proposed traffic improvements to facilitate left hand turning movements at the intersections of 8th Street and La Brea Avenue and 8th Street and Sycamore Avenue would help minimize conflicts between vehicles and bicycle and pedestrian traffic. Both street widening and traffic improvements are proposed as mitigation below and would reduce potential safety impacts to a less than significant level.

Transit System Capacity

The determination of significance for the project’s transit system capacity impacts shall be made considering the following factor:

Whether the project would result in an increase in transit system ridership that would exceed available capacity.

Los Angeles Department of City Planning IV.K-34 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 IV.K Transportation

As previously discussed, the proposed project is serviced by an array of public transit opportunities. In addition, when transfer opportunities are considered, the project is accessible to and from the greater Los Angeles region via public transit. Thus, the proposed project is adequately served by public transportation and would not result in the potential for significant impacts on public transportation.

Parking

The determination of significance for the project’s parking impacts shall be made considering the following factor:

Whether the project would provide less parking than would meet project demand.

The proposed project requires a total of 1,083 parking spaces, including approximately 148 retail spaces, 80 restaurant spaces, and 855 residential spaces. A summary of the project’s parking requirements described above as compared to its proposed parking supply is provided in Table IV.K-9, Code Parking Ratios and Required Spaces, which shows that the proposed project parking supply would be consistent with the City’s parking requirement. Thus, the proposed project would not result in the potential for significant impacts with regard to parking.

In-Street Construction Impacts

The determination of significance for the project’s in-street construction impacts shall be made considering the following factors:

Whether project construction would result in temporary traffic impacts.

Whether project construction would result in temporary loss of access.

Whether project construction would result in temporary loss of bus stops or reroute bus lines.

Whether project construction would result in temporary loss of on-street parking.

Construction of the proposed project would involve demolition of existing on-site uses, excavation for the subterranean parking structure, construction of the parking garage and then construction of the new building. Construction-related trips would be associated with all stages of project construction, including demolition, site grading and excavation, and building construction. However, based on existing roadway and intersection capacities in the vicinity of the project site, construction-related traffic would be accommodated, and no potential for significant impacts would occur.

Los Angeles Department of City Planning IV.K-35 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 IV.K Transportation

Table IV.K-9 Code Parking Ratios and Required Spaces

Land Use Size Parking Ratio Spaces Required Residential Studio 138 units 1.0 space/unit 138 Spaces Studio+/1-Bedroom+ 263 units 1.5 space/unit 395 spaces 1-Bedroom+/2-Bedroom/ 161 units 2.0 space/unit 322 spaces 2-Bedroom+

Total 855 spaces Commercial Retail 36,470 s.f. 4.0 spaces/1000 s.f. 148 spaces Restaurant 5,000 s.f. 10 spaces/1000 s.f. 80 spaces Total 228 spaces

Total Required Parking 1,083 spaces Total Provided Parking 1,083 spaces

Source: Thomas P. Cox, Architects, Inc., June 2008, based on Los Angeles Municipal Code 12.21A.4(a). s.f. = square feet

Throughout project construction, all construction staging would occur within the proposed project site. Therefore, construction activities would not result in impacts to site access, pedestrian access, closure of bus stops, or loss of on-street parking. Therefore, project construction is not expected to result in potentially significant impacts to transportation and traffic. d. Cumulative Impacts

The April 2007 Traffic Analysis for the Wilshire and La Brea Mixed-Use Project, discussed herein, analyzed existing (2007) and future AM and PM peak hour traffic conditions at 16 intersections in the vicinity of the project site. The cumulative traffic conditions attributable to 37 potential related projects in the surrounding area were also analyzed in this traffic analysis. Based on the analysis, the project is expected to result in significant impacts to three intersections on its own or in combination with the 37 identified related projects; therefore, the potential exists for significant cumulative transportation impacts. However, as mitigation is proposed to reduce project related impacts to a less than significant level, the contribution of the project to these cumulative impacts would not be cumulatively considerable and is less than significant.

Los Angeles Department of City Planning IV.K-36 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 IV.K Transportation

d. Mitigation Measures

The analysis contained in the May 2007 study has determined that the added traffic volume generated by the proposed project may significantly impact the traffic flow at three intersections prior to the implementation of traffic mitigation measures. The three intersections expected to be impacted by the project are La Brea Avenue and Wilshire Boulevard, Highland Avenue and Wilshire Boulevard and 8th Street and La Brea Avenue. Listed below are the recommended traffic mitigation measures:

MM-TRA-1. La Brea Avenue and Wilshire Boulevard –As a condition of approval, the project shall upgrade the traffic signal system at the intersection of La Brea Avenue and Wilshire Boulevard to Adaptive Traffic Control System (ATCS) operation.

MM-TRA-2. Wilshire Boulevard and Highland Avenue – As a condition of approval, the project shall upgrade the traffic signal system at the intersection of Highland Avenue and Wilshire Boulevard to Adaptive Traffic Control System (ATCS) operation.

MM-TRA-3. 8th Street and La Brea Avenue – As a condition of approval, the project shall widen 8th Street to 40 feet in width between La Brea Avenue and Sycamore Avenue (widen by 7 feet along the north side and by approximately 3.5 feet along the south side). The project shall also install a westbound left-turn lane on 8th Street at La Brea Avenue with a median left-turn lane to Sycamore Avenue to facilitate left-turn access.

As shown in Table IV.K-10, Future Traffic Conditions with Mitigation, the project’s traffic impacts will be fully mitigated with the implementation of the traffic mitigation measures listed above. As discussed previously, the project as currently proposed and analyzed in this draft EIR would generate fewer trips than the project as analyzed in the May 2007 traffic study; therefore, Table IV.K-10 provides a conservative analysis of the future traffic conditions after implementation of mitigation. The LADOT memorandum concluded that all previously recommended highway dedication, street widening, parking, construction, and driveway access requirements apply to the project as currently designed and proposed.

e. Adverse Effects

Once the mitigation standards are applied to the proposed project, it is not expected to result in any adverse effects on transportation.

Los Angeles Department of City Planning IV.K-37 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008 IV.K Transportation

Table IV.K-10 Future Traffic Conditions with Mitigation

Future Without With Project + Mitigation Intersection Peak Hour CMA LOS CMA LOS Impact La Brea Ave. & AM 1.110 F 1.091 F -0.019 Wilshire Blvd. PM 0.934 E 0.919 E -0.015 Highland Ave. & AM 1.116 F 1.093 F -0.023 Wilshire Blvd. PM 1.097 F 1.082 F -0.015 8th St. & AM 0.702 C 0.721 C +0.019 La Brea Ave. PM 0.690 B 0.632 B -0.058

Source: Traffic Impact Analysis for Mixed-Use Project Located at SEC Wilshire Boulevard and La Brea Avenue in the City of Los Angeles, Overland Traffic Consultants, Inc., May 2007

Los Angeles Department of City Planning IV.K-38 Wilshire and La Brea Project Draft EIR Impact Sciences, Inc., (906-01) August 2008